Railroad-switch.



PATENTED MAY 30, 1905.

W. P. GRAY & G. W. SMITH.

RAILROAD SWITCH.

APPLICATION FILED 113.16. 1905.

zsnnms-snnsr 1. I

'Wihmsws No. 791,416. A I PATRRTRD MAY 30, 1905.

A W. P. GRAY R G. W. SMITH.

RAILROAD SWITCH.

APPLICATION FILED FEB 16. 1905 2 SHEETS-SHBET 2.

E i/ I v I A 1 A j W 35 4 1 W1.P6 7fly '1 UNITED, STATES Patented May30, 1905. I"

PATENT ()FFICE.

WILLIAM P. GRAY AND GEORGE W. SMITH, OF CAMPBELLTON, CANADA; SAID SMITH ASSIGNOR OF HIS RIGHT TO ALEXANDER MoLENNAN AND CHARLES A. GOSS, OF CAMPBELLTON, CANADA.

RAILROAD-SWITCH.

. SPEGIFIGATION forming part of Letters Patent No. 791,416, dated May 30, 1905.

Application filed February 16, 1905. Serial No. 245,941.

To all whom it may concern:

Be it known that we, WILLIAM P. GRAY and GEORGE W. SMITH, subjects of the King of England, residing at Campbellton, in the Province of New Brunswick, Dominion of Canada, have invented certain new and useful -Improvements in Railroad-Switches; and we do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which itappertains to make and use the same.

This invention relates to railways, and more particularly to switches, and has for its object to provide a switch which will be efficient in operationand which will do away with the use of frogs.

Another object is to provide a switch in which two rail-sections will embody all of the moving portions of the rails and in which the moving portions will be operated simultaneously. 1

Other objects and advantages will be apparent from the following description, and it will be understood that modifications of the specific construction shown may be made and any suitable materials may be used for the various parts without departing from the spirit of the invention. a

In the drawings forming a portion of this specification, and in which like numerals of reference indicate similar parts in the several views, Figure 1 is. a top plan view of the present invention, showing the movable rail-sections in one position. Fig. 2 is a view similar to Fig. 1, showing the switch in the other position. Fig. 3 is a section on line 3 3 of Fig. 1, showing the adjacent shift-bar in side elevation. Fig. 4: is a section on line i of Fig. 1', showing the other shift-bar and the switchoperating shaft and support in elevation.

Referring now tothedrawings, there are shown a main track 5 and a branch track 6. The main track includes one continuous rail 7 and a rail 8. At one end of the portion illustrated the rail 8 is formed by a portion 9 of a rail 9, this rail being turned at an angle, as shown at 10, and slanting away from the main track 5 to form one of the rails 11 of the track 6. Spaced from the portion 9 of the rail 9 there is a rail-section 12, which lies parallel to the rail 7 and forms a portion of the track 5.

A rail-section'13 is secured between its ends to a cross-tie 1 1 and lies between the portion 9 of the rail 9 and the rail-section 12, and the end portions of this rail-section 13 are free to move laterally, the resiliency of the metal of which the section is formed permitting'of this movement. At its end which lies in the direction of the section 9 of the rail 9 the rail-section 13 is beveled, as shown at 15, to lie against the inner face of the portion 11 of the rail 9 adjacent to the angle 10 and in position to form a continuation of the section 9', and the portion of the rail-section 13 between its point of attachment and the section 9 of the rail 9 lies normally inthe position just described. The portion of the rail-section 13 which lies between the point of attachment of the section and the rail-section 12 lies normally in alinement with the rail-section 12 to form a continuation of this section, and the rail-sections 12 and 13, together with the s ection 9' of the rail 9, form the complete rail 8 for the track 5.

The rail-section 12 has its end 12 which lies adjacent to the rail-section 13 disposed upon a cross-tie 16, and disposed with its'end 17 upon this same cross-tie adjacent to the end 12' of the rail-section 12. there is a railsection 18, which diverges from the rail-section 12 and which lies parallel to the portion 11 of the rail 9, thus forming a portion of the other rail for the track 6.

The free end portion of the rail-section 13 which lies in the direction of the rail-section 12 is secured to a transversely-extending shift-bar 19, and secured to this shift-bar 19 adjacent to the end portion of the rail-section 13'there is one end 20 of a rail-section 21-,

which extends diagonally between the rails of the track 5 and lies with its other end, 22, in a line transversely of the track 5 with the beveled end of the rail-section 13, this end 22 being'beveled, as shown at 23, to lie against the inner face of the rail 7, and adjacent to the end 22 the rail-section 21 is secured to a transshaft jacent end portions of the two rail-sections 13 and 21 may be moved simultaneously by means of the shift-bars 19 and 24. Thearrangement of part'sis such that theend 22 of the, railsection21' lies normally in spaced relation to the rail 7, and the end portion 20 of the railsection lies normally between the rails of the track 5, though by shifting the shift bars 19 21 may be brought i into alinement with the rail-section 18, and

the end portion 22 may be brought into engagement with the inner,

face of the rail 7, the end portions of the railsection 13 being at thesame time moved on to? their normalp'ositions, as will be readily understood, and the switchwill then be inposition' 'to pass from the track 5 to the track; 6.

To simultaneously move the shiftbar, an uprlght .cra'nkfshaft 25 is provided, which has crankS" 2 6'and 27 each other. i tI- 'a 'fi b en j'd a k omewhat longer link 29 being 2'? and with a'bell-crank lever i t), which is pivoted adjacent to the shift bar 24hand which is also connected ther ewit i; 'or movement of theshiftbsir w'hen lthe' e anlgfs'haift isreyolved, and the arrangement o he ifie'ins h hifl df",t lieT'aiI seetionsIBiand 21 vare shifted, si nfiultan'ehnsfiy, as in'ent ioned above. The crank- "2'"is;suppoir' ed,byi brackets secnred to a e e t a The' ra'il 's' ons' are secured harsji'tja'nd. 4; y respect velfll waiid'ly' aa ba extending at right angles to The ,crank26 is connected to the the plate :32 being-bent apsiin'ilarly bent, as shownat 35 and fq m; a pharalityof upwardly-extending tipns which arespac ed from, each other il'i eivmereee se .3 an inthe e recesse are disposed the end milj-secnpns 'ls and 21.

extending projections 38,39, 10, and 41, these spaced from end portions thefreees'ses [42 and 13. thefplate s 32 and 33 are of longitndinal movement eachf other to receive the other f The projections of connected to the. crank,

7 t the shaft; mama plasm and jthen downwardly, as shown; at 34,

P rt ons 9f the, The plate 33 is ,ben t similar toftheplate 32 to form four upwardly;

,track. including two rails, and a rail-section and 24 the end portion 20 of the rail-section. vdisposed between the rails of the main track jections, this movement being necessary, as will, be readily-understood, toipermit of the lateral movement of the rail sections.

What is claimed is 1. A switch mechanism including a main track and a branch track, said main track including-tworails, one of said rails comprising spaced sections and anintermediate section, said intermediate section being arranged for movement of its end portions into and out of alineinent with the end sections, said branch and being arranged for. movement of one of its end portions into and out of engagement with one of the rails of the main track and being arranged for movementof its other end portion into and out of alinement=with one oithesections of;-the.branch track, and means for movingtheend portions ofithe two movable, rail-sections ,si m ultaneously;

2. In a switchmechanisin, the combination with movable rails, ofshift-bars disposed beneath therails, and plates secured-to theshi-t'tbars ,,said,plates being bent upwardly and them downwardlyto form a plurality of spaced verticallyrextending proj,ecti0ns,said plates being 8 5". disposed with the. movable .rails vengaged between. theprojections, saidirails being mov-- ablelongitudinally. between the projections 3. In arailway-switch the combination with; fixed rail-sections,v of rail sections secured at 0 points between their ends between-the fixed sections-the second-named sections being arranged. for movementof their-end portions:

, into and out ot' engagement withthe fixed sec moving i rail-sec- O l fi rails idiverging from the rail .100

having the, ,gap, at rail-section arranged for. moyement to brmgnats end portions into and out of engagement with the portions of the of the grail-sections 13 and 121 in from,

arranged to permit of the rail-sections engagedltherebetween with respect to the prorail at the sides of the gap, -and. a second. railsection disposedwith one .end

other, main-track rail to. receive a wheel thereand being arranged for movement of its othep ,end, int01 and out of .alinement with the correSpQnding rail of the. branch track.

lntestimony ,whereofwe aflixoursignatures in presence of two witnesses WILLIA M 1 I. GRAYJ GEORGE IV, SMITIL Witnesses;

CHARLES, A. Gross, HENRY- F. McLA'roHY. i

adjacent to the- 

